Planooraph co



E. B. BURTNETT.

INTERNAL COMBUSTION ENGINE.

APPLICATION run; 129 ms.

PafiantedSept. 9,1919.

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Everett ILB urtnett,

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E. n. B URTNETT.

INTERNAL COMBUSTION ENGiNE.

APPLICAHON HLED MAY 2. 1918.

PatentedSept. 9, 1919.

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E. R. BURTNETT.

INTERNAL comausnou ENGINE.

APPLICATION FILED MAY 2. 9H1. 1,315,538. PatentedSept. 9,1919.

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E. R. BURTNEIT.

INTERNAL COMBUSTION ENGINE APFLICATIDN HLED MAY 2. 1918. 1,315,533,PatentedSept. 9,1919.

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E.'R. BURTNEIT. mznmu. comausno'n ENGINE.

APPLICATION FILED MAY 2, I913- 1 SHEETS-SIIEET 6.

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E. R. BUBTNETT.

INTERNAL COMBUSTION ENGINE. APPLICATION HLD MY 2. IDIB.

1,315,538. Patented Sept. 9,1919.

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UNITED STATES PLIENT OFFICE.

EVERETT It. BURTNE'IT, OF LOS ANGELES, CALIFORNIA, ASSIGNOR OF ONE-HALFTO TI'IUS E. BERRY, 0F LOS ANGELES, CALIFORNIA.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented Sept. 9, 1919.

Application filed May 2. 1918. Serial No. 282,122.

To all whom it may concern:

lle it known that I, EVERETT R. BURTNE'I'I, a citizen of the UnitedStates, residing at Los Angeles, in the county of Los Angeles and Stateof California, have invented new and useful Improvements inInternal-Combustion. Engines, of which the following is a specification.

My invention relates to internal combustion engines and consists of thenovel features herein shown, described and claimed.

A leading feature of my invention is the provision of means forproducing a sixstroke or three-revolution cycle, the extra two strokesor one revolution being devoted to pumping fresh air through thecylinder for internally coolin the cylinder.

Another leading feature 0 my invention is the elimination of the usualvalves and the provision of a single valve mechanism for controlling theeight cylinders of the engine, said valve mechanism being rotatablymounted in line with the drive shaft and rotatably mounted for supportin the easing or frame rigid with the extension frame carrying the eightcylinders, said cylinders being arranged parallel with the drive shaftand in a concentric plane around the valve mechanism and concentric tothe drive shaft, and there being an angular crank and stroke platetransmission between the pistons and drive shaft.

Another important feature of my inven tion is the arrangement of partsby which the center of gravity is substantially on a horizontal planewith the drive shaft.

Figure 1 is an irre lar sectional detail of an internal combustionengine embodying the principles of my invention, the parts being shownin position as at the completion of the exhaust of fresh air from one ofthe A series of cylinders, the point in the ders are arranged, saiddrive shaft being parallel with the strokes of the pistons and saidtransmimion being adapted for changing the rectilinear motion of thepistons in planes parallel with the drive shaft to a rotatory motion ofthe drive shaft, by an angular crank and stroke plate.

Fig. 4 is a diagram in end elevation or cross section showing the driveshaft, the valve rotating in line with the drive Shaft and geared to thedrive shaft and the eight cylinders arranged concentric to the valve anddrive shaft.

Fig. 5 is a diagram showing the circulation back and forth across theline between the periphery of the valve and the inner face of the valvecasing at the beginning of a cycle of a cyclinder as indicated bytheline 55 in Fig. 6.

Fig, 6 is a diagram longitudinally of the diagram shown in Fig. 4 andshowing the same registration as Fig. 5, Fig. 6 being constructed bysplitting the diagram of Fig. 4 on the line 6-6 and spreading it outflat. with the diagram of the inner face of the valve casing as a background and the diagram of the valve against the back ground, it beingunderstood that the back ground is the rigid engine frame and valve seatstanding still and that the valve is moving in the direction indicatedby the arrow, the stationary parts being shown in heavy lines and themoving parts being shown in light lines.

Figs. 5 and 6 show the operation of taking in fuel on the out stroke ofa piston, the first stroke of the cycle, and the beginning of the firstrevolution of the drive shaft.

Fig. 7 is a view analogous to Fig. 5 and taken on the line 7-7 of Fig.8.

Fig. 8 is a view analogous to Fig. 6.

Figs. 7 and 8 show the operation of compressing the gas on the in-strokeof the p15- ton, the second stroke of the cycle and the end of the firstrevolution of the drive shaft.

Fig, 9 is taken on the line 9-9 of Fig. 10, and Figs. 9 and 10 show theposition of parts at the time of the gas explosion, the outstroke of thepiston, the third stroke of the cycle and the beginning of the secondrevolution of the drive shaft.

Fig. 11 is taken on the line 11-11 of Fig.

:12, and Figs. 11 and 12 show the position of at the time of the burntgas we haust, and in-stroke of the piston, the fourth stroke of thecycle and the end of the second revolution of the drive shaft.

Fig. 13 is taken on the line l313 of Fig. 14, and Figs. 13 and 14 showthe position of the parts at the time of the fresh air intake andout-stroke of the piston, the fifth stroke of the cycle and thebeginning of the third revolution of the drive shaft.

Fig. 15 is taken on the line 15-15 of Fig. 16, and Figs. 15 and 16 showthe position of the parts at the time of the fresh air exhaust', andin-stroke of the piston, the sixth stroke of the cycle, and the lastpart of the third revolution of the drive shaft, and ready to begin anew cycle.

Figs. 5 to 16 show the operation of a complete cycle of the cylinder A,said cycle comprising six strokes of the piston in the cylinder A andthree revolutions of the drive shaft.

Figs. 5 and 6 show the out-stroke for tale ing in gas; Figs. 7 and 8show the iii-stroke for compressing the gas; Figs. 9 and 10 show theout-stroke caused by the gas explosion; Figs. 11 and 12 show theiii-stroke producing the burnt gas exhaust; Figs. 13 and 14 show theoutstroke takin in fresh air for cooling the cylinder; ant Figs. 15 and16 show the in-stroke for exhausting the fresh air ready to start a newcycle.

Fig. 17 is a vertical longitudinal central section of the valve casingwith the valve and one piston cylinder in place and all the other partsremoved.

Fig. 18 is a vertical longitudinal central section of the cylindercasing with one cylinder in place and all the other parts removed.

Fig. 19 is a vertical iongitudinal central section of the airdistributing head.

Fig. 20 is an end elevation of the cylinder casing as seen looking inthe direction indicated by the arrow 20 in 18.

Figs. 17 18, 19 and 20 show the three main parts of the engine frameconsisting of a valve casing, a cylinder casing and an air distributinghead adapted to be rigidly connected together. 1

Fig. 21 is a perspective of the valve.

Fig. 22 is a side elevation of the complete engine on a plane parallelwith Fig. 1.

Fig. 23 is a side elevation of an automobile, parts being broken away toshow the location of the engine shown 1n Fig. 22, the view being drawnes ecially to show the low center of gravity, t .e center of the enginebeing the drive shaft.

The engine end or front end of the drive shaft 1 is mounted in bearings2 and 3 and the extreme front end of the shaft 1 has a socket 4 in whichthe valve shaft 5 is slidingly non-rotatably mounted, said valve shaft 5bein an extension of the drive shaft. The valve 6 as a ani-$115 ifloosely IQ- volving around the extension shaft 5. The valve 6 has astraight cylindrical periphery 8 fitting closely in the valve casing 9.The valve casing 9 is a part of the main frame of the engine and is heldrigid against rotation and reciprocation. The valve (3 rotates freely inthe casing 9, there being a gear 10 upon the front end of the extensionshaft 5, an idler 11 meshing with the gear 10 and an internal gear 12rigid with the valve 6 and meshing with the idler 11.

The ratio of speed between the gear 10 and the gear 12 is three to one,so that the valve shaft 5 and the drive shaft 1 make three revolutionsto one revolutionof the valve 6. A head 13 extends outwardly from thefront end of the sleeve 7. an annular rim 14 extends forwardly from thehead 13 and the internal gear 12 extends inwardly from the annular rim14. A ball bearing construction 15 is mounted between the rim l4- andthe valve casing A head 16 is fixed against the forward end of the valvecasing 9 and has a central hearing 17 through which the valve shaftextends, and a stud 18 extends backvvardly from the head 16 to supportthe idler 11.

Eight combustion chambers 19 are formed in the valve casing 9, saidchambers being evenly spaced radially and concentrically around thevalve shaft 5 and there being a. spark plug 20 for each combustionchamber.

One-half of the combustion chambers 19 have ports leading from theirfront sides to the valve 6, as shown in Fi 1. and the other half of thecombustion ciambers 19 have ports leading from their rear sides as shownin Fig. 2, and in order to distinguish the two sets of ports I havecalled the first set the A series and the second set the E series. Thereis an engine cylinder communicating with each explosion chamber 19,-andI have designated the cylinders connecting with the A series of ports asA, A A and A*, and th series of cylinders connecting With the B seriesof and B. ach of the eight cylinders is provided with a piston 21 and apiston rod 22, the strokes of the pistons being parallel with the driveshaft 1.

The drive shaft 1 is provided with an angular crank 23 between thebearings 2 and 3. By angular crank I mean a crank having an axisdiagonal to the axis of the shaft. A circular crank plate 24 is fixedupon the angular crank 23, the periphery o the crank plate 24 beingconcentric to the crank 23 and inclined to the drive shaft 1, and acircular stroke plate 25 is mounted in the same plane as the plate 24;said stroke plate 25 having a central opening 26 larger than theperiphery 27 of the crank plate 24. Ball bearings 28 connect the strokeplate 25 to the crank plate 24. The

angular crack 2 s mad in W0 pieces and iorts are designated as B B B ,v

consists of the socket 23 having a s uared opening and a squared shank23" tting in the squared o ening so that the parts may be separate forapplying or removing the ball bearing 28. Arms 29 extend radially fromthe stroke plate 25 and the outer ends of the piston rods 22 areconnected to the outer ends of these arms 29, so that as the pistonsreciprocate, the shaft 1 will rotate. A bevel gear 30 is formed upon theperiphery of the stroke plate 25 and meshes with the bevel gear rack 31fixed upon the engine frame at the rear end of the cylinder casing, saidgear 30 serving to hold the stroke plate 25 from rotating. Thetransmission gear 32 is connected to the shaft 1 for communicating powerthereto.

The valve seat 33 is the inner face of the valve casing 9. A cylindercasing 34 is secured to the rear end of the valve casing 9 by bolts 35.An air distributing head 34 is secured to the rear end of the cylindercasing 34 by bolts 35, said head covering the transmission from thepiston rods 22 to the shaft 1 and said head supporting the bearing 3. Afan casing 36 extends backwardly from the head 34 around the hearing 3,and a fan 37 is mounted upon the shaft 1 Within this fan casing 36. Aheavy rim 37 is formed integral with the outer ends of the blades of thefan 37, so that the fan and rim serve as a 6 -wheel. The fan draws freshair around t e valve casing 9, through the cylinder casing 34 around thecylinders A to A and B to B and through the outer chamber 34" within theouter shell of the head 34, to externally cool the engine.

A force feed oil system 38 is connected to the pipe 38 and the pipe 38is connected to deliver oil through the parts wherever oil is needed andthis oil drains into the inner chamber 39 within the inner shell 39 ofthe head and from the chamber 39 into the sump chamber 40 from which itma return through the pipe 41 to the oil fee system 38*. A fresh airpiped opening 42 is formed through the inner and outer shells of thehead 34 at the upper side, and this opening is covered by a screen 43.The air passes through the screen 43, through the opening 42 to thechamber 39 and around the bearing 2 to the chamber 44 in the rear end ofthe valve 6. A ball bearing 45 is inserted between the head 45 of thevalve 6 and the casing 9. From the chamber 44 an air intake passage 46leads through the valve 6 for the A series of ports, and a second intakepassage 47 leads through the valve to the B series of ports, said intakepassages being arranged diametrically opposite each other, and forinternally cooling the cylinders.

The air intake passage 46 terminates at the port 48 in the periphery ofthe valve 6, and the air intake passage 47 terminates at the port 49. Inthe same plane with the port 48 is an air exhaust 50, a gas intake port51, a blank compression and expansion space 52 and a gas exhaust port53, and in the same plane with port 49 is an air exhaust port 54, a gasintake port 55, a blank compression and expansion space 56 and a gasexhaust port 57. The ports 48, 50, 51, the blank space 52 and the port53 all register successively with the 13 series of orts in the valveseat 33 and through this series of ports communicate with the cylindersB B B, and B and in a like manner the ports 49, 54, 55, the'blank space56 and the port 57 register successively with the A series of ports inthe valve seat 33 and through these ports communicate with the cylindersA, A A and A. The spark plugs 20 are timed to ignite the charges at theend of the compression stroke and in the diagrams the spark plugs arelocated at the centers of the blanks 52 and 56. An exhaust chamber 58 isformed in the casing 9 and an exhaust pipe 59 leads from this chamber.-In the same manner a fuel mixture chamber 60' having a port 60 is formedin the casing 9 and the carbureter pipe 61 leads to this chamber. Theports 53 and 54 lead from the periphery of the valve 6 inwardly throughthe passages 62 and 63 to the port 64 and from said port 64 to theexhaust chamber 58, and in a like manner the port 50 leads to the port65 and the port 57 leads to the port 66, and said ports 65 and 66 leadto the exhaust chamber 58. The ports 67 and 67 lead inwardly through thepassages 68 and 68 to the ports 51 and 55.

The valve 6 makes one revolution to a cycle of a cylinder, and the eightcycles of the eight cylinders overlap and are going on continuously,each of the eight cycles being controlled by the single valve 6. If thecylinders are numbered 1, 2, 3, 4, 5, 6, 7, and 8, the order of thecycles will be 1, 4, 7, 2, 5, 8, 3, 6, 1, and so on.

In Fig. 4 the cylinders are numbered A, B, A, B, A, B, A, B in order todesignate'that alternate cylinders have ports A and the other cylindershave ports B. Then the cylinders are chronologically numbered 1, 2, 3,4', 5, 6, 7, and 8'. Then the sequence of cycles, beginning with thecylinder A are numbere 1", 3", 4, 5, 6, 7, 8, and 9", so that on thechronological numbers the cycles read 5', 2, 7', 4, 1, 6, 3, 8', 5', andso on.

In the diagram in Figs. 3 to 16 I have followed the cycle of thecylinder A. In Fig. 3 the iston in the cylinder A is at the bottom of te compression instroke and fired, and the stroke plate 25 has passed thedead center ready for the out-stroke. In F i zs. 5

and 6 the port A leadin to the cylinder A is in registration with theport and the ort 67 is in registration with the fuel mixmg chamber andcontinued operation moving the valve in the direction indicated by thearrow 7 0 takes in fuel to the cylinder A In Figs. 7 and 8 the valve hasmoved until the port of the cylinder A has passed out of registrationwith the port 55 and the gas is being compressed. In Figs. 9 and 10 thecompression is complete and the spark plug 20 will ignite the charge. InFigs. 11 and 12 the port of the cylinder A is in registration with theport 57 and the cylinder is being exhausted. In Figs. 13 and 14 the portof the cylinder A is passing into registration with the port 49 andfresh air is being taken through the passage 47 into the cylinder forinternally cooling the cylinder. In Figs. 15 and 16 the port of thecylinder A has moved into registration with the port 54 and the freshair is passing through the passage 63 and the port G1 to the exhaustchamber 58. thus completing the cycle, and returning the parts toposition to start a new cycle for that cylinder.

In a like manner the cycles of the other cylinders start as the ports Aor B of the cylinders are passed by the gas in-take ports 50 and 51,said cycles starting in their turn one after the other and continuing asrequired to produce a continuous operation of the drive shaft 1.

Referring especially to Fig. 17, the valve casing 9 has an annularflange 71 extending outwardly around the combustion chambers 19 toreceive the bolts 35 and supporting ribs 72 extend from the extremeforward end of the casing backwardly and outwardly to the outer edge ofthe flange 71. so as to brace the flan e. Radiating ribs 73 extendoutwardly between the ribs 72 from the forward half of the casing 9 tocool the material around the intake and exhaust ports. The materialforming the combustion chamhers 19 is located between the supportingribs 72 and radiating ribs 74 extend outwardly from this materlal tocool the combustion chamber. The seats 75 are formed at the rear ends ofthe combustion chambers 19 to receive the forward ends of the cylinders,there being passages 76 through the flange 71 around the seats 75 forthe intake of fresh air under the influence of the fan.

Referrin to Figs. 18 and 20, the details for the cylinder casing 34 areas follows:

An annular flange 77 extends outwardly all the way around to match withthe flange 71 and receive the bolts 35. A series of eight chambers 78 isformed within the annular shell or casing 34, within the flange 77 andthe cylinders fit loosely in these chambers; said cylinders havingradiating ribs 79 so that the air passing in through the passage 76 willpass thr gh the chamhers 78 and along the radiating ribs 79, there beinout-let openings 80 at the rear ends of t ie chambers. An inner shell 81is formed concentric to the cylinder casing 34" inside of the chambers78 and fitting over the head 82 extending backwardly from the valvecasingltl. An outer bearing housing 83 is contra y located in the innershell 81 and connected to the shell by ribs 84. An enlargement extendsall the way around from the rear end of the cylinder casing 34" to forman annular chamber into which the out-let openings 80 lead the freshair. The bearing 2 is mounted within the outer bearmg housing 83.Suspension brackets 86 and 87 extend outwardly from the sides of thecylinder casing 34 the lower faces of the brackets being on a line withthe axial center of the drive shaft 1.

Referring to Fig. 19 the details of the air distributing head 34, are asfollows:

The front edge of the outer shell of the air distributing head 34 fitsagainst the rear edge of the enlargement 85, there being pockets 88around the shell to receive the nuts 89 upon the bolts 35 insertedlongitudinally through the enlargement 85 so as to connect the headrigidly to the cylinder casing. Passages 91 lead the fresh air from theenlargement 85 to the outer chamber 34 The inner shell 39 is concentricto the outer shell, the outer chamber 84 being between the two shells. Aplate 92 forms a head for the inner shell 39* and supports the bearing3. Referring to Fig. 22 suspension brackets 98 extend outwardly from thefan casing 36 and in line with the suspension brackets 86 and 87.

Referring to Fig. 21 the valve 6 has a smooth straight periphery 94fitting the valve seat 33, and the valve has a neck 95 through which thechamber 44 extends and the ball bearin 45 fits around this neck 95within the hea 82 of the valve casing.

Thus I have produced in a single compact organization an eight cylinderengine, each cylinder having a six stroke or three revolutlon cycle.

Various changes may be made without departing from the spirit of myinvention as claimed.

I claim 1. In an internal combustion engine, a single mul-ti le functionrotary valve, a plurality of cylinders, said cylinders being arranged intwo series, each cylinder having a port for communication with theplurality of passages within said valve, said cylinder ports extendingto the inner face of the valve casing and located in a separate path ofvalve travel corresponding in series with that of the cylinder of whichit is a part.

.2. In an internal combustion engine, a valve casing mounted horizontalland having intake and exhaust chambers in its front end and combustionchambers in its rear end and having a central valve seat, a valvemounted in the valve seat, cylinders extending backwardly from thecombustion chambers, pistons in the cylinders, a drive shaft extendingbackwardly from the axis of the valve and connections between thepistons and the drive shafts so that the o eration of the pistonoperates the drive shai t.

3. In an internal combustion engine, a valve casing having a centralvalve seat and having combustion chambers arranged around one end of thevalve seat, and an exhaust chamber and an intake chamber arranged aroundthe other end of the valve seat, a valve rotatabl; mounted in the valveseat and havin passages for leading fresh air to the combustionchambers, a passage for leading fuel mixture from the intake chamber tothe combustion chamber, and a passage for leading exhaust from thecombustion chamber to the exhaust chamber.

4. In an internal combustion engine, a valve casing mounted horizontallyand havin intake and exhaust chambers in its front en and combustionchambers in its rear end and having a central valve, a valve mounted inthe valve seat, cylinders extending backwardly from the combustionchambers, pistons in the c linders, a drive shaft extending backwar 1yfrom the axis of the valve and connections between the pistons and thedrive shaft so that the operation of the pistons operates the driveshaft, the hot ends of the pistons being at the front.

In testimony whereof I have signed my name to this s ecification.

E ERETT R. BURTNETT.

Copies of this patent may be obtained for live cents each, by addressingthe Commissioner of intents, Washington, D. 0."

